In some instances when the rails are left in place, and paved over
for roads, it is because of laziness or institutional inertia-- dating
from the 1930s. I estimate that as recently as 1985, there were over
100 miles of roads where former trolley tracks and in some cases, steam
railroad tracks were still in place in Massachusetts. Of course the
washboard soon develops, but that adds to our New England quaintness--
right?

In some places, and I know of four where this is the case, the argument
for keeping the tracks in place, but buried is usually based on specious
arguments like "historic preservation."

The argument is usually brought forth in this fashion; "The trail is
a great idea, but preserving the historic rail infrastructure underneath
it, (so the railroad might one day come back) takes precedence over
the trail idea." "If we take out the rail, it will never be able to
come back." "However, we'll let you bury it for a trail--until we need
the corridor for something important again--like a railroad."

I know this argument was used in NJ and I think LA too.

Here's a couple of givens.

1. There is no such thing as historic rail anymore. The REALLY historic
stuff was the iron straps bolted onto Chestnut or Oak beams and that
hasn't been around since before the civil war. At the joint between
two sections of rail will be the weight of the rail (per 3 foot increments--
usually 78-105 lbs for branchline steam RR corridors) and a date of
manufacture. Sometimes the name of the manufacturer or the original
owning RR is evident too.

2. Burying a rail corridor WILL expedite the deterioration and failure
of both the ties and the rail making the rebuild of the trail a necessity
earlier than a normal trail.

3. The rebuild of rail infrastructure to a relatively high speed (60
mph) with modern signals and stations for a commuter rail is averaging
around $6 million a mile in southern New England with one unusual situation
where the buildout is coming in around $20+ million a mile. In no place
does it make a bit of difference if the rail was there or not. EVERYTHING
is replaced. Soup to nuts.

4 In a true market-- not influenced by nonsensical specious arguments,
the cost of scrap will immediately dictate who takes out the rails.
If the price of scrap is low, usually the trail group or government
takes out the rails. (a cash negative experience) If the price of scrap
is high, then the railroad takes out the rails. (a cash positive experience)

5. I don't think any trail planned to be finished to high degree using
TE funds AND envisions burying the rail, can pass the muster of probably
the state DOT overseers and most certainly the FHWA oversight process.
If you are planning to use local funds, then you might be able to get
it done.

6. Projects that make it through the planning process alive with this
sort of idea still in place only get that far because no one speaks
up to compellingly address the true absurdity of the situation.